Radial-draft gear.



E. H. SCHMIDT. RADIAL DRAFTQGEAR. APPLICATION FILED SEPT. 8,1908. EENEWED UM: 20, 1910.

Patented Nov. 15, 1910.

6 SHEETS-SHEET l.

WITNESSES EXQQMYSEK E. H. SCHMIDT.

RADIAL DRAFT GEAR. APPLICATION FILED SEPT. s, 1908. RENEWED JUNE 20, 1910.

92/5,,896 Patented Nov. 15, 1910.

a S/HEBTS-SHIJET 2.

WITNESSES INVENTOR E. H. SCHMIDT. RADIAL DRAFT GEAR. APPLIOATION FILED SEPT. 8, 190a. RENEWED JUNE 20, 1910.

Patented Nov. 15, 1910.

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5 SHEETS-SHEET 3.

I NVENTOR 6-. H SJWWd/L WITNESSES E. H. SCHMIDT. RADIAL DRAFT GEAR. APPLICATION PI'LED SEPT. s, 1909. RENEWED mm: 20, 1910.

Patented Nov. 15, 1910.

5 SHEETSSHIBET 4.

WITNESSES I M on mm m .1 m M Q\ !H 6 V. M E V Y mm MOM m 5 \\U b m .M w W R E. H. SCHMIDT. RADIAL DRAFT GEAR. APPLICATION FILED SEPT. 8, 190a. RENEWED JUNE 20, 1910.

ERNEST n. serimmr, or CLEVELAND, oHIo,Ass1eNoR TO THE NATIONAL MALLEABLE GASTINGS COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

RADIAL-DRAFT G AR.

Patented Nov. 15, 1910.

Application filed September 8, 1908, Serial No. 451,975. Renewed June 20, 1910. Serial No. 567,998.

To all whom it may concern.

Be it known that I, ERNEST H. SCHMIDT, of Cleveland, in the county of Ouyahoga and State of Ohio, have invented a new and useful Improvement in Radial-Draft Gears, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in wh1ch Figure 1 is a plan view partly in section showing the preferred form of my invention; Flg. 2 is a longitudinal section of the parts shown in Fig. 1; Figs. 3 and4 are sections on the lines IIIIII and IVIV respectively of Fig. 2. Fig. 5 is a partial sectional plan view on a larger scale; Fig. 6 is a longitudinal section of Fig. 5; Fig. 7 is a detail view showing a modification;

and Fig. 8 is a cross section on the line VIII-VIII of Fig. 7.

In the drawings, 1- is the coupler head having a shank 2, affixed to a rear extension 3 which is extended to and is pivotally connected with the draft rigging 4, the draft rigging being mounted between the car sills so as to be ada ted for longitudinal motion in bufiing and draft, but bein held from lateral swinging motion wit the coupler. v

6 is the transverse member of the buffer, havin a shank 7, which is divided or forke longitudinally and is attached by vertical bolts 8 to a buffer shank extension 9, which extends rearwardly in line with the buffer shank.

10 is the buffer yoke,- preferably made in the form of a casting which, at its forward portion, as shown in section in Figs. 1 and 5, is preferably of a box shape and at its rear portion is of loop or U-shape having side arms only. The yoke is fitted around the buffer shank extension 9 and projects rearwardly therefrom and in line therewith so as to contain within its arms the buffer spring, which preferably consists of outer and inner coils 11, 11.

12 is a follower which abuts against the end of the bufier shank extension 9. The inner coil 11' extends through the follower 12, which is made annular for that purpose, and abuts against a stop 13 in the interior of the buffer shank extension, the outer segment are preferably made integral with a platform casting 16, which constitutes a part of the platform of the car. The parts 14 and 15 may be integral with one another and with cheek-plates 17, and bolster 17, making an integral casting of the bolster and all the parts of the car-frame in front of the bolster.

The yoke 10 has at its front end a flanged or enlarged head 10, which fits against the curved face'of the divided segment 15 and is adapted to move along the same during the radial motion of the buffer. The coupler is supported from the buffer by a hanger 18 and is also engaged with the buffer, preferably at a number of points. The front engagement, shown in the drawing, consists of an upwardly projecting lug 19 on the coupler head, which fits within a longitudinal open slot 20 on the under side of the buffer shank. Back of the hanger 18 the coupler shank is also preferably provided with vertically extending plates 21, which are fixed to the opposite sides of the coupler shank and extend upwardly beside the bufiershank, with which they are engaged by means of shoulders?) on the buffer shank extension. These plates are fixed to the coupler shank by bolts 23. The buffer is also preferably engaged with the coupler by a forked piece 21, attached to the coupler shank extension and extending upwardly on each side of the buffer yoke 10.

\Vhen buffing stresses are I'GCQlXGCl by the transverse member 6 of the buffer, they are transmitted through its shank 7 and the shank extension 9 to the follower 12 and stop 13, which transmit the stresses rear- .wardly to the springs 11, 11. These springs are held from rearward movement by the yoke 10, which in turn is held by engagement of its front end 10' with the divided segment 15, so that the spring is compressed extending rearwardly therefrom and carry and resists yieldingly the rearward motion of the buffer and its shank.

Where buffing force is applied to the coupler, the coupler moves rearwardly against the draft springs, and its rearward motion is also transmitted by the plates 21 to the rear shoulders 22 of thebuffer-shank extension, and it moves the latter rearwardly and likewise compresses the butl'er springs 11 and 11 within the yoke. hen the coupler is pulled forward, it compresses its draft springs in the usual. manner, and the forward motion of its side plates 21, relieving.

the rear pressure on the shoulders 29. will permit the buffer to be moved forward by the spring 11, which for this purpose is set in place under initial compression.

The forward face of the divided segment 15 is an arc whose center is the pivotal center of the coupler shank extension, and as the forward end of the yoke 10 is constructed to fit this segment, it will swing laterally thereon with the coupler as the car travels over curves.

By reason of the several points of engagement of the buffer with the coupler, the buffer and coupler will swing laterally together, but as above explained, the coupler is capable of forward motion independently of the buffer and during such forward motion the bufi er .follows the same by reason of the eX- pansive action of its spring. By connecting the coupler to the truck with guiding connections, shown in Figs. 1 and 5, the coupler and buffer are guided radially to the approximate center of the car track at all times and are thus maintained in proper position for coupling.

'lhe guiding connectlon which I prefer to use is shown in Figs. 5 and 6, and is constructed as follows: 25 is the forward member of the truck frame and 26 is a bracket ing a pivot pin 27, for the member 25 is too far forward to be a suitable location for the pivot. An arm 28, pivoted on the pin 27, extends forwardly into sliding engagement with a guide-way 29, on the under side of the coupler shank extension.

' 30 is a transverse rod which is connected at its ends to brackets 31, and 32 are springs hearing at their ends upon the brackets 31, shoulders 33 and followers 33 on the ro'd30. The rod 30 passes between the bracket 31 and the arm 28, and is inclosed lateral-1y between projections 34 on the arm and when in central position and not acting upon the springs, the arm 28 lies between the shoulders 33; but if the coupler is deflected to one side or the other relatively to the truck, it compresses one of the sprmgs which, when the deflect ing pressure is released, restores the coupler into normal position. By having the springs bear normally on the shoulders and not on the arm 28, any inequality of adjusted com pression of the springs will not affect the normal central position of the arm.

It will be seen from the foregoing description'that the place of resistance which takes up the buffing stresses applied to the buffer is at a point forward of the rear end of the buffer-spring, and therfore, near to the of the butling stresses to the car frame or draft gear and the transverse member of the buffer at which the buffing stresses are received) is short. This is an advantage, because it strengthens the construction of the bulfer and enables radial buffers to be applied with convenience to car constructions to which they would otherwise be applicable only with difficulty.

My invention, by transmitting the bufling stresses to the ear framein advance of the buffer springs enables me to use my device in car constructions where the end sill of the car frame is so'far forward or drops down so low that it would not be feasible to cause the end of the bufi'er back of the springs to bear against a curved segment.

In Figs. 7 and 8. I show a modification of my invention in which the buffing segment A filler lolock 35 between the rear ends .of'

the divided buffer shank serves to transmit the bufiing blows to the springs 11, 11, and

this filler block has laterally extending lugs 35 which fit against the rear of the plates 21 and prevent the withdrawal of the buffer. They also furnish an abutment which enables the buffer springs 11, 11 to be ini tially compressed. If desired, the plates 21 may be integral with the coupler shank extension.

I claim:

1. A radially swinging buffer having a shank and transverse member rigid with one another, with buffing-spring mechanism having its place of bearing in advance of the rear of the spring. I

2. A radially swinging buffer, a radially swinging draft gear, and buffer springs bearing against a member which has a sliding bearing upon the car frame at a point in advance of the rear of the spring, the transverse member ofthebuifer being rigid with its shank.

3. A radially swinging draft gear, a radially swinging buffer mounted above the draft gear and engaged so as to swing laterally therewith, said bufier having a trans-' ally draft gear and engaged so as to swing later-- carrier bearing against a curved portion of in advance of the rear of the the car frame at a place back of the end sill-- of the car platform and in advance of the rear of the spring.

5. A radially swinging draft gear, -a radiswinging bufi'er mounted above the ally therewith, said buffer having a spring, a yoke into which the buffer extends, said yoke having a bearingiback of the end sill of the platform and in advance of the rear of the spring.

6. A radially swinging buffer having a yoke carrying a spring, and a buffer shank extending within the yoke and adapted to compress the spring.

-7. A radially swingingv bufi'er having a yoke carrying a spring, and a buffer shank extending within the yoke and adapted to compress the spring, said yoke having a sliding bearing on the car frame. 8. A radially swinging buffer having. a

member whose bearing is in advance of the rear of the buffer spring adapted to transmit the buffing stress, and a second rigid member which passes through the first mentioned member and applies the buffing stress to the spring.

9. A radially swinging bufl'er having a bearing member whose point of transmis-. sion ofthe bufling stress is at its forward end' and which at its rear end carries a spring, said buffer having a longitudinally movable rigid member bearing against the spring. v In testimony whereof, I have hereunto set my hand.

. a ERNEST H. SCHMIDT. Witnesses:

HENRY F. Porn, HARRY T. KRAKAU. 

